Air carrier Captain reported being notified by ATC of GPS jamming in the enroute airspace prior to descent. The jamming continued in the descent until the terminal area and the aircraft GPS receivers returned to normal and the flight landed normally.

Narrative

Our night time flight departed ZZZ enroute to ABQ. The arrival weather was vfr so no alternate was filed. Our arrival time was approximately XA30. Once we were handed off to Albuquerque Center; they advised us that military GPS jamming was being conducted in the White Sands area north of El Paso. During our planning for the descent and approach; the FO and I discussed that the active runway was 21. ATIS broadcast that visual approaches were in effect. With the winds forecast to increase out of the south; I had the FO inquire with ATC if the GPS jamming affected flights into the ABQ terminal area. He said NO ... .it was mostly aircraft in the higher altitudes affected. We briefed the RNAV (RNP) RWY 21 approach. During cruise and as we began the descent; the left and then the right GPS would not be available due to the jamming. Just as we switched to approach control; both GPS units were unavailable and of course it took the EGPWS (Enhanced Ground Proximity Warning System) with it. (no terrain display). We contacted approach and they said we could expect jamming all the way in! With no alternate airport; and no way to fly any of the RNAV approaches; we felt like we were getting painted into a corner. I was NOT going to execute a night visual approach into mountainous terrain (especially without the EGPWS). To complicate matters; approach control was working approach; tower and ground freqs. They did notify us that other aircraft were electing to fly the ILS runway 3. We accepted that; reloaded the approach; and planned a 40 flap with a 10 knot tailwind. On short final; the winds (aircraft NAV display) were 180-200 at 35 knots. Tower called winds were 180@13 (exactly a 10 knot tailwind for runway 03…interesting). We did however discuss; accepting winds in excess of 10 knots for landing. (Captains emergency authority)With all this being said; we landed uneventfully; the GPSs both came back on line around 2000 feet agl; and we got everyone safely to the gate. Cause: No enroute NOTAMS that I saw describing the airports / locations affected by Military GPS jammingATC (ZAB) knowledge of jamming that affected our decision makingCombination of multiple factors/ Winds/ night time / all NON-ILS approaches requiring GPSUnaware of any aircrew/ATC actions to stop jamming if safety of flight is involved (i.e 'stop buzzer' ) call from crewsDispatch knowledge of jamming outcome on approach availability / applying alternate airfield"